CN103459230B - Rail vehicle having an attached deformation zone - Google Patents
Rail vehicle having an attached deformation zone Download PDFInfo
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- CN103459230B CN103459230B CN201280016464.0A CN201280016464A CN103459230B CN 103459230 B CN103459230 B CN 103459230B CN 201280016464 A CN201280016464 A CN 201280016464A CN 103459230 B CN103459230 B CN 103459230B
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- rail vehicle
- deformed area
- deformation
- adjunction
- eqt
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- 230000005540 biological transmission Effects 0.000 claims abstract description 11
- 238000012546 transfer Methods 0.000 claims description 46
- 229910052782 aluminium Inorganic materials 0.000 claims description 2
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims description 2
- 230000008859 change Effects 0.000 claims description 2
- 239000006262 metallic foam Substances 0.000 claims description 2
- 238000000465 moulding Methods 0.000 claims description 2
- 239000000463 material Substances 0.000 claims 1
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- 230000003137 locomotive effect Effects 0.000 description 10
- 238000010586 diagram Methods 0.000 description 9
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- 230000021715 photosynthesis, light harvesting Effects 0.000 description 4
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- 240000002853 Nelumbo nucifera Species 0.000 description 1
- 235000006508 Nelumbo nucifera Nutrition 0.000 description 1
- 235000006510 Nelumbo pentapetala Nutrition 0.000 description 1
- 241000220317 Rosa Species 0.000 description 1
- 208000027418 Wounds and injury Diseases 0.000 description 1
- 239000006096 absorbing agent Substances 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
- B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/06—End walls
Abstract
The invention relates to a rail vehicle having an attached deformation zone, comprising at least one end transverse beam (EQT), which is provided in an end face region, and corner pillars (ES), which are arranged substantially vertically and extend from the end transverse beam (EQT), wherein a deformation zone (VZ) is provided at the end face, said zone comprising a front transverse beam (FQT), which is arranged parallel to the end transverse beam (FQT) and spaced therefrom in an end-face direction, and at least one force transmission element (KUE), wherein the at least one force transmission element (KUE) is arranged between the end transverse beam (EQT) and the front transverse beam (FQT), said element transmitting longitudinal compressive forces between the end transverse beam (EQT) and the front transverse beam (FQT); without plastic deformation up to a defined value and failing when said defined value is exceeded.
Description
Technical field
The present invention relates to a kind of rail vehicle of the deformed area with adjunction.
Background technology
Approval standard for rail vehicle especially requires to prove the specific strength values in compartment.These standards such as will
Solve bright, specific longitudinal force can without damage be stood by described rail vehicle（Connector pressure, buffer pressure, effect
Pressure in end cross support）.Standard UIC-566 being applied to Europe such as requires the connector remaining to be confirmed of 2000kN
Pressure is it is adaptable to the mark criterion calls 3558kN of the U.S.（800 kips）The connector pressure remaining to be confirmed.Often require that simultaneously
Ensure the deformation performance obtaining optimizing in order to improve the passive safety of passenger in collision.
For this should measure in setting structure, described measure allows so to absorb collision energy the side so as to limit
This energy is converted into the impingement region that formula can deform strain energy of distortion and here reduces load for in-car personnel.
Equally, in-car escape chamber must not excessively tempestuously deform, so as in-car personnel especially also for
Reduce injury probability for being in the human pilot of train head.This point for have propulsion locomotive train groups for or
Person is for EMUs（Triebzüge）For particularly important.
According to prior art, can easily be designed according to specific connector pressure or end cross poppet pressure
The size of rail vehicle.The suitable crash module for absorbing strain energy of distortion is equally successfully set.To higher static state
The requirement of connector pressure or end cross poppet pressure with to the maximum deceleration that can reduce vehicle under collision situation simultaneously
And the combination of the thus also requirement of the collision performance of load of reduction passenger, for deformed area integrated in structure also
Satisfactorily it is not resolved.In terms of solving the requirement of this contradiction, further difficulty is that in train head and row
Tailstock portion also requires that vertical compartment end, especially in the U.S. it is preferably expected that so.Stand special danger in this human pilot,
Because only very restricted structure space is for used by collision element.A kind of solution regulation by prior art, with firm
Property cabin form constituting bridge, this cabin is moved to vehicle interior in collision.But, act on and be in bridge
In the reduction of the acceleration of personnel thus cannot be accomplished.For the structure that deformation optimizes, further difficulty is that
Also the frequent mixed running being made up of passenger and freight using on short distance circuit in the U.S., thus as head-on collision thing
（Kollisionsgegener）Consider substantial amounts of vehicle.Here is troublesome to be, freight compartment and especially the U.S. commonly use
Locomotive does not actually dissipate the performance of energy.These locomotives are necessarily because its firm structure is considered actually rigid
And it is typically due to its larger structure size in addition and completely incompatible right geometrically represent for compartment
Hit thing.
On the one hand, static design load or test load must not lead to component especially to collide the change of the plasticity of element
Shape, this certainly will lead to very rigid Undercarriage structure.On the other hand, reduce exclusively for energy in collision situation and arrange touches
Hit the Undercarriage structure one of element and rigidity itself also with geometrically incompatible accident antithing
（Unfallgegner）Collision in targetedly carry out plastic deformation.Some head-on collision things are had to be considered be geometrically not
Compatible, it be not to occur in that shock on the position arranging for collision situation for these head-on collision things.Such as base
It is exactly so for the collision that described underframe moves vertically upward, as can when passenger carriage is with locomotive or load-carrying vehicle collision
Can occur is the same.This point is with can only be carried out by the solution of prior art in the case of very unsatisfactory.
Content of the invention
Therefore, the task of the present invention is, a kind of rail vehicle of the deformed area with adjunction, this rail vehicle one side are described
The pressure of very high axial direction can be stood in face, is on the other hand especially colliding with geometrically incompatible antithing
There is during accident good deformation performance and be especially provided for constructing vertical compartment end.
This task is resolved by a kind of rail vehicle of the deformed area with adjunction.
The rail vehicle of the described deformed area with adjunction includes the end horizontal stroke that at least one is arranged in the region of side
The newel post stretched out from described end cross support arranging to support and substantially perpendicularly.According to the present invention, on side
It is provided with deformed area, this deformed area includes horizontal towards the front separatedly arranged of direction of side parallel to described end cross support
To support and at least one force transfer element, wherein arrange between described end cross support and described front horizontal support
At least one force transfer element described, described force transfer element is no moulded between described end cross support and described front horizontal support
Property shifting ground transmission longitudinal pressure until specific numerical value, and lost efficacy when exceeding this specific numerical value, and described biography
Power element be made up of the plate that x shape is arranged and wherein said force transfer element x shape arrangement plate intersection transverse to longitudinal direction of car
Direction is arranged.
The invention still further relates to other favourable designs.
According to the basic conception of the present invention, a kind of rail vehicle of the deformed area with adjunction, this rail vehicle bag are described
Include at least one end cross support being arranged in the region of side and substantially perpendicularly arrange from described end cross
The corner post stretching out on support, and wherein on side, it is provided with deformed area, this deformed area is included parallel to described end cross
Support towards the front horizontal support separatedly arranged of direction of side and at least one force transfer element, and wherein at described end
At least one force transfer element described is arranged, described force transfer element is described between portion's horizontal support and described front horizontal support
Between end cross support and described front horizontal support plastic-less deformation ground transmission longitudinal pressure until specific numerical value and
Subside when exceeding this specific numerical value or lost efficacy.
One kind of the described rail vehicle by the present invention is advantageously improved scheme and includes batter post, and described batter post is arranged in described
Between front horizontal support and corner post and described batter post transmission act on described front horizontal support vertical force and by its
Import in vehicle structure.
The another kind of the present invention is advantageously improved scheme regulation, and at least one deformation element is arranged so as in described deformation
So that it is not involved in the transmission of operating load in area, but subside in described force transfer element in collision or rose after losing efficacy
Effect and the kinetic energy of collision of dissipating at least in part.
It is capable of a kind of advantage of rail vehicle thus, it is possible to obtain, this rail vehicle can reliably be stood specific
Longitudinal force（Connector pressure, buffer pressure, end cross poppet pressure）, on the other hand this rail vehicle there is dissipation energy
The deformation performance of amount, this deformation performance reduces, in collision, the power acting on passenger.
The batter post of described force transfer element and the described if necessary deformed area by the present invention should be so designed that so that it has
There is enough intensity, for reliably can passing between described front horizontal support and described end cross support or corner post
Pass described running force（Betriebskräfte）And test force.The fundamental characteristics of described force transfer element is to be so designed that its size,
Thus once exceed failure load, this force transfer element just so subside or lost efficacy so that its no longer come with obvious resistance right
The deformation of anti-continuation.
This performance such as can be accomplished by, that is, give the component flexing in the event of failure of intensity,
Because required power is much lower for being compared to pressure distortion or stretcher strain for bending deformation.Equally can also
It is accomplished by equivalent performance, that is, the component giving intensity is connected with a kind of connected mode, this connected mode
Lost efficacy in the overload occurring limiting, the connection of the overlap joint such as being carried out with rivet, described rivet specifically designs negative in appearance
Cut off during lotus.Thus described force transfer element only rarely or is at all not engaged in following energy hereafter closely after its inefficacy
Dissipate.This energy dissipation therefore can be carried out in the deformation element arranging for this.
Here is advised, the structure of the substantially X-shaped by being made up of plate constructs described force transfer element, the wherein addition of power
Carried out by the accordingly opposed side of the hardened structure of this X-shaped.Importantly, the intersection of described plate is transverse to the direction of power
To arrange, because carry out the reliable flexing of described plate like this.On the contrary, the arrangement in the direction along power of intersection can lead to one kind
Component, the power-displacement diagram of this component has the level of very high power simultaneously when occurring more than the plastic deformation of whole deformation displacement
And cannot act as force transfer element for the present invention.
If there is such situation, bump against described batter post and institute first in geometrically incompatible accident antithing
State deformation element, then the structure of the described X-shaped being made up of plate is sufficient for sensitively reacting and by acutely bias
Subsiding, the deformation of the plasticity following closely hereafter by the supposition of described batter post for the described violent eccentric load also has more load
The feature easily being driven by deformation, thus described force transfer element yet only participates in described energy in such a case seldom
Dissipate.
A kind of embodiment regulation of described force transfer element, the plate of the single force transfer element of formation substantially X-shaped is provided with
Respectively different thickness.Thus, it is possible to advantage is achieved that, can accurately adjust the failure load of described plate and its bend
Bent direction.Such structure can use the simulation of computer supported with regard to its intensity（Failure load）And the deformation of its plasticity
Performance to design well.
Additionally, it is it will be appreciated that plate tectonics of the structure of this X-shaped are integrated and be provided with other two pieces of ratio
The big thickness of plate.Thus can accurately adjust described failure load.
It is also advantageous that, to be especially made up of the structure of this X-shaped being made up of plate three blocks of plates plurality of plates.Like this
Described failure load and flexural property can particularly precisely be adjusted.
It will be appreciated that coupling together described plate on the intersection of described plate, wherein it is welded to connect particularly advantageous.
As another kind of favourable design variant scheme it is also possible to described force transfer element be configured to power transmission and the energy combining
Amount absorber element, the power transmission of this combination and energy absorbing element are when exceeding the failure load of restriction by deforming come the energy that to dissipate
Amount.
This can be carried out in the way of the prior art in multiple manufactures with rail vehicle is consistent.As specific possibility
Embodiment, to refer to here the tubulose progressively bending when exceeding peak force collision element, shape sealed fixing
Given intensity component（It is cut processing when exceeding release force by described shape sealed）And exceeding release force
When expansion, the collision element of tubulose shrinking or stripping off.
Using invention as described herein, a kind of rail vehicle with deformed area is successfully described, can be actually
And implement the Intensity Design for static load of described deformed area substantially separately and be used for（There is larger moulding
Property deformation）The collision energy of accident loads designs, and described deformed area is also suitable for and in geometrically incompatible thing
Therefore colliding and being especially also applied for the vehicle with the vertical compartment end being provided with door opening between antithing.But, press
The deformed area of the present invention can be arranged in all conventional rail vehicle types in principle.Locomotive and lorry are especially regarded by here
It is in geometrically incompatible accident antithing.
All conventional deformation elements are especially such to be can be used as by the deformation element that the section bar of tubulose is constituted deforming
Element.The deformation element be made up of by aluminum honeycomb texture or metal foam equally can be used.
The present invention is particularly well suited to the rail vehicle will being given the ratification in the U.S., because the standard regulation of correlation is passed through
Described end cross support is tested longitudinal force and thus can not be arranged the deformation unit being attached on described compartment end to add
Part, because these deformation elements cannot stand described test force.
Brief description
Accompanying drawing is exemplarily illustrated：
Fig. 1 is the side view of the rail vehicle with vertical compartment end by prior art；
Fig. 2 is the side view of the rail vehicle of the deformed area with adjunction；
Fig. 3 is the top view of the rail vehicle of the deformed area with adjunction；
Fig. 4 is the side view of force transfer element；
Fig. 5 is that have the deformed area of adjunction and the side view of the internal rail vehicle of deformation element；
Fig. 6 is the Utopian power-displacement diagram of deformation element；
Fig. 7 is the Utopian power-displacement diagram of force transfer element；
Fig. 8 is side-looking Fig. 1 of collision-computer simulation；
Fig. 9 is side-looking Fig. 2 of collision-computer simulation；
Figure 10 is side-looking Fig. 3 of collision-computer simulation；
Figure 11 is side-looking Fig. 4 of collision-computer simulation；
Figure 12 is side-looking Fig. 5 of collision-computer simulation；
Figure 13 is stravismus Fig. 1 of collision-computer simulation；
Figure 14 is stravismus Fig. 2 of collision-computer simulation；
Figure 15 is stravismus Fig. 3 of collision-computer simulation；
Figure 16 is stravismus Fig. 4 of collision-computer simulation；
Figure 17 is stravismus Fig. 5 of collision-computer simulation.
Specific embodiment
Fig. 1 exemplarily and schematically illustrates the vertical compartment end that has by prior art with side-looking
Rail vehicle.Here it is shown that a vehicle end of rail vehicle, this rail vehicle has end cross support in its end
EQT.Longitudinal force acts on this end cross support EQT, and the size correspondingly designing this end cross support EQT for this is simultaneously
And it is equipped with the fixed mechanism for receiving buffer, connector etc. if necessary for it.Perpendicular to this end cross support EQT
It is provided with corner post ES, described corner post extends to the top of described rail vehicle from described end cross support EQT.Liner plate V
It is essentially available for common protection and designed use and not related in collision intensity.Do not have by the rail vehicle of Fig. 1
The performance of basic dissipation energy, thus have higher power in collision and act on passenger.
Fig. 2 exemplarily and schematically illustrates the rail vehicle of the deformed area with adjunction with side-looking.Here
Show the principle of the deformed area by the present invention, wherein said rail vehicle is as in the reality with regard to prior art illustrated in fig. 1
Apply in example equally to constitute.The described deformed area VZ by the present invention is attached on described rail vehicle on side and includes passing
Power element KUE, this force transfer element is arranged between end cross support EQT and front horizontal support FQT, and wherein said front is horizontal
To be arranged in the way of separating towards compartment end parallel to described end cross support EQT to support FQT.Additionally, being provided with tiltedly
Post SS, described front horizontal support is coupled together by described batter post SS with corner post ES.Be so designed that described deformed area VZ these
Component（Front horizontal support FQT, force transfer element KUE and batter post SS）Or design its size so that it is reliably at described end
Institute is reliably transmitted between portion horizontal support EQT or described corner post ES or collision post KS and described front horizontal support FQT
There are running force and test force.
Batter post SS can also include vertical section.Described force transfer element KUE has as shown in the figure 7 when by load
The same power-the displacement diagram going out.
Additionally, described deformed area VZ includes deformation element VE, described deformation element VE is arranged in described corner post on side
ES is upper and described deformation element has power-displacement diagram as exemplarily figure 6 illustrates when by load, because
And it is suitable for carrying out energy dissipation in the deformation of plasticity.Be arranged so as to these deformation elements VE so that its be not involved in quiet
The transmission of the load of state and only subside in described force transfer element KUE or just worked when losing efficacy.Additionally, described deformation unit
Part VE is worked when being collided with geometrically incompatible head-on collision thing.
Fig. 3 exemplarily and schematically with the vertical view with force transfer element illustrates the deformed area with adjunction
Rail vehicle.Here it is shown that the rail vehicle of Fig. 2.In this embodiment, be provided with four vertically arranged with described end
The pillar that portion horizontal support EQT is connected.Namely corner post ES is arranged in described end cross and props up in this four pillars two
On the compartment lateral surface of frame EQT, in addition two pillars namely collide post KS then towards direction and the described corner post ES of center compartment
Separatedly arrange.Described batter post SS extends between described front horizontal support FQT and each collision post KS.Such structure
Passage corresponding to the centre between the U.S.'s often desired type of vehicle, described two batter post SS can be readily derived
Realize.Equally described end cross support EQT below, the space especially between a corner post ES and a collision post KS very
It is suitable for well arranging the bridge preventing colliding.By desired vehicle shape, described liner plate V can form inclination, warp
Cross rounding or vertical vehicle end.
Fig. 4 exemplarily and schematically with side-looking illustrates force transfer element.Here it is shown that and end cross is propped up
Force transfer element KUE that frame EQT is coupled together with front horizontal support FQT.This force transfer element KUE has as figure 7 illustrates
The same force-displacement relationship.In order to obtain such force-displacement relationship here it is particularly advantageous that structure is come by the plate that x shape is arranged
Make described force transfer element KUE and to arrange the friendship of the plate of x shape arrangement of described force transfer element KUE transverse to longitudinal direction of car direction
Line.By this arrangement, described failure load can be calculated well and this arrangement is exceeding described inefficacy
Only to resist further deformation with the resistance of very little after subsiding during load.
Fig. 5 exemplarily and schematically with side-looking illustrates the deformed area with adjunction and internal deformation element
Rail vehicle.Here it is shown that the track of the deformed area of the adjunction having as illustrated in figs 2 and 3 by the present invention
A kind of improvement project of vehicle.Internal deformation element IVE is arranged at the center compartment of described end cross support and props up
Hold the favourable deformation performance of the rail vehicle by the present invention.Be so designed that the size of this internal deformation element IVE so that
It only just works after the inefficacy of described force transfer element KUE and after described deformation element VE exhausts.Equally described
Internal deformation element IVE is especially changed when the load-carrying vehicle with flat board bumps against when being collided with geometrically incompatible head-on collision thing
Enter the deformation performance of described rail vehicle, deformation element VE described in extreme case is only for the load-carrying vehicle of described flat board
Only postpone ground deformation or do not deform at all.
Fig. 6 exemplarily and schematically shows the Utopian power-displacement diagram of deformation element.Here it is shown that
Carry out plasticity deformation when typical deformation element VE Utopian power-displacement diagram.Horizontal axis repre-sents deformation displacement x, hang down
D-axis represents power F acting on described deformation element VE.The curve of described power F shows the section being ramping up and is entering
The section of back to back level during one step deformation.The region of the section of this level（Occur in the case that power F is constant wherein
The deformation x continuing）Represent basic region for energy dissipation.If you run out maximum previously given in structure
Deformation displacement, that is, described deformation element VE compresses completely, that occurs as soon as very steep power and rises and described deformation element VE
No longer there is the effect of basic energy dissipation.
Fig. 7 exemplarily and schematically shows a kind of Utopian power-displacement diagram of force transfer element.It is shown in which
Power-the displacement diagram of typical force transfer element KUE in the deformation that plasticity occurs or unstability.Horizontal axis repre-sents deformation
Displacement x, vertical axises represent power F acting on described force transfer element KUE.Power-the position that figure 6 illustrates with deformation element VE
Shifting figure is compared, and the force-displacement curve of force transfer element KUE is after starting to deform the very steep power rising of the maximum up to power F
It is shown without the force curve of back to back level.Figure 7 illustrates the key property of force transfer element KUE, that is, on the one hand
Can reliably transmit specifically maximum power, but when exceeding this maximum power（Improving specifically safety if necessary is
Number）Lost efficacy and no longer to resist with obvious resistance the deformation of continuation.After exceeding specifically maximum power F, with obvious
The deformation that the lower power level that actually be can ignore that compared with described maximum power F is continued.Only with being all in
In structure during the deformation displacement of previously given maximum namely when described force transfer element KUE is compressed completely, just occur very steep
Power rise.
Fig. 8 illustrates collision-computer simulation with side-looking, and the stage, 1- was not deformed.Here it is shown that and have as in Figure 5
The analog case with the collision of locomotive L of the rail vehicle of the deformed area of the same adjunction illustrating.Described locomotive L represents heavily fortified point
Solid essentially without deformation and in geometrically incompatible head-on collision thing.Described batter post SS has vertical section.Institute
State locomotive L and knock being on a point above described front horizontal support FQT, thus plasticity is started on this position
Deformation.This enforcement is illustrated force transfer element KUE different from the force transfer element that figure 4 illustrates.
Fig. 9 illustrates collision-computer simulation with side-looking, and stage 2- first deforms.In order to show deformation process
Evolution, eliminates all references in Fig. 9 in 12.Liner plate V is not come to resistance to deformation simultaneously with the resistance being worth mentioning
And just subsided for this less deformation displacement.Described batter post SS is passed through in the position being contacted with described locomotive L
The power put imports and is partly aligned, and described deformation element VE shows the first deformation and strain energy of distortion dissipates.Described
Force transfer element KUE still dimensionally stable.
Figure 10 illustrates collision-computer simulation, the violent deformation of stage 3- with side-looking.Deformed by further,
The deformation element VE that described batter post SS is straightened and is in behind is almost compressed.In this deformation stage, described biography
Power element KUE is subsided, and shows first deformation of described corner post ES.
Figure 11 illustrates collision-computer simulation, the very violent deformation of stage 4- with side-looking.Described deformation element VE
Completely depleted, form the violent deformation of described corner post ES.
Figure 12 illustrates collision-computer simulation, the extreme deformation of stage 5- with side-looking.At this stage, described
Corner post tempestuously bends towards interior, and the deformation element of described inside has responded to and exhausted.
Figure 13 illustrates collision-computer simulation to look side ways, and the stage, 1- was not deformed.Here with oblique view and with along
Longitudinal direction shows the situation of Fig. 8 in the mode of middle cutting.
Figure 14 illustrates collision-computer simulation to look side ways, and stage 2- first deforms.This is the feelings that figure 9 illustrates
The oblique view of shape.
Figure 15 illustrates collision-computer simulation to look side ways, the violent deformation of stage 3-.This figure 10 illustrates
The oblique view of situation.
Figure 16 illustrates collision-computer simulation to look side ways, the very violent deformation of stage 4-.This is to show in fig. 11
The oblique view of the situation going out.
Figure 17 illustrates collision-computer simulation to look side ways, the extreme deformation of stage 5-.This figure 12 illustrates
The oblique view of situation.
Reference numerals list：
EQT end cross support
ES corner post
V liner plate
VZ deformed area
FQT front horizontal support
SS batter post
VE deformation element
KUE force transfer element
KS collides post
Deformation element within IVE
F power
X deformation displacement
L locomotive.
Claims (10)
1. there is the rail vehicle of the deformed area of adjunction, be arranged on the end cross support in the region of side including at least one
（EQT）And substantially perpendicularly arrange from described end cross support（EQT）The corner post stretching out（ES）It is characterised in that
Deformed area is provided with side（VZ）, this deformed area（VZ）Including parallel to described end cross support（EQT）Towards side
The front horizontal support that direction is separatedly arranged（FQT）And at least one force transfer element（KUE）, wherein in described end cross
Support（EQT）With described front horizontal support（FQT）Between arrange at least one force transfer element described（KUE）, described power transmission
Element is in described end cross support（EQT）With described front horizontal support（FQT）Between the transmission of plastic-less deformation ground longitudinally press
Power is up to specific numerical value, and loses efficacy when exceeding this specific numerical value, and the plate that described force transfer element is arranged by x shape
Constitute and wherein said force transfer element（KUE）X shape arrangement plate intersection transverse to longitudinal direction of car direction arrange.
2. the rail vehicle of the deformed area with adjunction as described in claim 1 is it is characterised in that be provided with least one change
Shape element（VE）, at least one deformation element described is arranged so as to, thus only in described force transfer element（KUE）After inefficacy
At least one deformation element described occurs（VE）Deformation.
3. the rail vehicle of the deformed area with adjunction as described in claim 1 or 2 is it is characterised in that horizontal in described front
To support（FQT）With corner post（ES）Between arrange at least one batter post（SS）.
4. the rail vehicle of the deformed area with adjunction as described in claim 1 or 2 is it is characterised in that described rail vehicle
Underframe in center compartment and end cross support（EQT）Between be equipped with least one internal deformation element（IVE）.
5. the rail vehicle of the deformed area with adjunction as described in claim 1 or 2 is it is characterised in that be provided with liner plate
（V）, this liner plate is to described deformed area（VZ）Component lining.
6. the rail vehicle of the deformed area with adjunction as described in claim 5 is it is characterised in that described liner plate（V）By moulding
Material is made.
7. the deformed area with adjunction as described in claim 4 rail vehicle it is characterised in that described at least one deformation
Element（VE）Or at least one internal deformation element described（IVE）It is configured to aluminum honeycomb texture.
8. the deformed area with adjunction as described in claim 4 rail vehicle it is characterised in that described at least one deformation
Element（VE）Or at least one internal deformation element described（IVE）It is made up of metal foam.
9. the deformed area with adjunction as described in claim 4 rail vehicle it is characterised in that described at least one deformation
Element（VE）Or at least one internal deformation element described（IVE）It is configured to the section bar of tubulose.
10. the rail vehicle of the deformed area with adjunction as described in claim 1 or 2 is it is characterised in that described deformed area
（VZ）It is arranged on two end faces of described rail vehicle.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ATA476/2011 | 2011-04-04 | ||
| ATA476/2011A AT511291A1 (en) | 2011-04-04 | 2011-04-04 | RAIL VEHICLE WITH PLACED FORGING ZONE |
| PCT/EP2012/055310 WO2012136500A1 (en) | 2011-04-04 | 2012-03-26 | Rail vehicle having an attached deformation zone |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103459230A CN103459230A (en) | 2013-12-18 |
| CN103459230B true CN103459230B (en) | 2017-02-15 |
Family
ID=45952490
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201280016464.0A Active CN103459230B (en) | 2011-04-04 | 2012-03-26 | Rail vehicle having an attached deformation zone |
Country Status (8)
| Country | Link |
|---|---|
| US (1) | US9421985B2 (en) |
| EP (1) | EP2694347B1 (en) |
| CN (1) | CN103459230B (en) |
| AT (1) | AT511291A1 (en) |
| CA (1) | CA2831986C (en) |
| DK (1) | DK2694347T3 (en) |
| RU (1) | RU2587213C2 (en) |
| WO (1) | WO2012136500A1 (en) |
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| CA2813006A1 (en) * | 2010-09-20 | 2012-03-29 | Bombardier Transportation Gmbh | Lightweight compound cab structure for a rail vehicle |
| US10124816B2 (en) * | 2013-12-18 | 2018-11-13 | Kawasaki Jukogyo Kabushiki Kaisha | Collision energy absorbing device of railcar |
| DE102014218450A1 (en) * | 2014-09-15 | 2016-03-17 | Voith Patent Gmbh | Vehicle head for attachment to the front side of a track-bound vehicle, in particular a rail vehicle |
| CA2967235C (en) * | 2015-08-31 | 2019-03-26 | Nippon Sharyo, Ltd. | Railcar |
| CA2967240C (en) * | 2015-08-31 | 2019-04-23 | Nippon Sharyo, Ltd. | Railcar |
| US10710608B2 (en) | 2015-10-26 | 2020-07-14 | Active Knowledge Ltd. | Provide specific warnings to vehicle occupants before intense movements |
| US10059347B2 (en) | 2015-10-26 | 2018-08-28 | Active Knowledge Ltd. | Warning a vehicle occupant before an intense movement |
| US10717406B2 (en) | 2015-10-26 | 2020-07-21 | Active Knowledge Ltd. | Autonomous vehicle having an external shock-absorbing energy dissipation padding |
| US11332061B2 (en) | 2015-10-26 | 2022-05-17 | Atnomity Ltd. | Unmanned carrier for carrying urban manned vehicles |
| GB2545957B (en) | 2015-10-26 | 2019-09-18 | Active Knowledge Ltd | Shock-absorbing energy dissipation padding placed at eye level in an autonomous vehicle |
| GB201522424D0 (en) * | 2015-12-18 | 2016-02-03 | Hitachi Ltd | Railway vehicle provided with collision energy absorption structure |
| AT518382B1 (en) | 2016-02-17 | 2017-12-15 | Siemens Ag Oesterreich | Car body for a passenger rail vehicle |
| IT201700017003A1 (en) * | 2017-02-15 | 2018-08-15 | Bigaran S R L | Railway bumper |
| DE102017112619A1 (en) | 2017-06-08 | 2018-12-13 | Bombardier Transportation Gmbh | Rail vehicle with safety driver's cab |
| CN107176180B (en) * | 2017-07-03 | 2023-03-31 | 西南交通大学 | Anti-deviation energy-absorbing locking device |
| CN107748812A (en) * | 2017-09-26 | 2018-03-02 | 中车青岛四方机车车辆股份有限公司 | A kind of honeycomb fashion anti-creep energy absorber collision simulation method and system |
| CN109367560A (en) * | 2018-09-06 | 2019-02-22 | 中车青岛四方机车车辆股份有限公司 | A kind of collision energy-absorbing structure and the rail vehicle with it |
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2012
- 2012-03-26 RU RU2013149003/11A patent/RU2587213C2/en active
- 2012-03-26 EP EP12713652.1A patent/EP2694347B1/en active Active
- 2012-03-26 WO PCT/EP2012/055310 patent/WO2012136500A1/en active Application Filing
- 2012-03-26 US US14/009,585 patent/US9421985B2/en active Active
- 2012-03-26 CA CA2831986A patent/CA2831986C/en active Active
- 2012-03-26 DK DK12713652.1T patent/DK2694347T3/en active
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| CN1463235A (en) * | 2001-05-31 | 2003-12-24 | 沙芬贝格离合器两合公司 | Energy-absorbing device for end of rail vehicles |
| US7543537B2 (en) * | 2004-09-03 | 2009-06-09 | Siemens Transportation Systems Gmbh & Co Kg | Crumple element comprising a guiding mechanism |
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| EP1905661B1 (en) * | 2006-09-28 | 2009-03-25 | Voith Turbo Scharfenberg GmbH & Co. KG | Coupling bar for transmitting drawing and puffing forces. |
Also Published As
| Publication number | Publication date |
|---|---|
| CA2831986A1 (en) | 2012-10-11 |
| EP2694347B1 (en) | 2015-09-16 |
| US9421985B2 (en) | 2016-08-23 |
| RU2013149003A (en) | 2015-05-10 |
| EP2694347A1 (en) | 2014-02-12 |
| WO2012136500A1 (en) | 2012-10-11 |
| AT511291A1 (en) | 2012-10-15 |
| CN103459230A (en) | 2013-12-18 |
| DK2694347T3 (en) | 2016-01-04 |
| CA2831986C (en) | 2019-10-15 |
| RU2587213C2 (en) | 2016-06-20 |
| US20140020596A1 (en) | 2014-01-23 |
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